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First off let me say that this is the first Ford I have ever owned. Here is my dilemma. I bought a motor and it already had a JW flexplate bolted to it. Now that we are finally starting to put the car together I have ran into a problem. Like I said I have a SBF motor, a JW ultrabell and trans, .090 midplate and a PTC convertor. I realized that there was some sort of a crank adapter on the back of the crank a few weeks back and I called JW and the lady told me that it had to stay there because a stock Ford flexplate was dished and the one I had is flat so I needed to leave the adapter on there to maintain proper starter to flexplate spacing and convertor spacing, which made sense. Here is a pic of the adapter







I also had bought the JW pilot bushing to adapt the powerglide to a Ford crankshaft. Here it is





The big end slips over the snout on my convertor and the small end slips inside of this "adapter" that appears to be bolted to the crank. My problem is that with the convertor all the way in the pump, the tranny on the dowel pins and pilot bushing in the crank and over the snout of the convertor I have about a 1/4" gap from the bellhousing to the block face. I can turn the convertor but the pilot bushing is stopping the tranny from going all the way up flush with the block. I can take the tranny down and romove the pilot bushing and put the tranny back in and of course it pulls up flush against the block. At this point the converter is approx 3/16" from the flexplate which is perfect, but the convertor snout OD diameter is smaller than the the crank adpater's ID diameter where it is sitting. I am lost! Anyone got any ideas? Or has anyone ever used this crank adapter from JW with their pilot bushing, a powerglide and a SBF?
 

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You have the wrong adapter. That is the adapter for the "hydroformed" flexplate. The one you need will press into the adapter you have then the converter pilot slips into it but will likely have to be machined as it will be too long.

I have the part number for the old style (flat flexplate) adapter at work. I can get it to you tomorrow or call JW and talk to Eric , he knows the differences.


Hutch
 

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So if the pilot on the converter was larger, would you have enough of the pilot inside the crank once the converter was pulled up to the flexplate?

Do they make adapters with different ID's?

We could probably machine a bushing to fit over the snout of the converter and match the ID of the adapter but was hoping you just have the wrong ID on the adapter and they could send you one with a smaller ID.
 

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Looks like Hutch answered it for us non ford guys:)
 

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Discussion Starter #5
You have the wrong adapter. That is the adapter for the "hydroformed" flexplate. The one you need will press into the adapter you have then the converter pilot slips into it but will likely have to be machined as it will be too long.

I have the part number for the old style (flat flexplate) adapter at work. I can get it to you tomorrow or call JW and talk to Eric , he knows the differences.


Hutch

Thanks Hutch I will call you tomorrow!
 

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You have the wrong adapter. That is the adapter for the "hydroformed" flexplate. The one you need will press into the adapter you have then the converter pilot slips into it but will likely have to be machined as it will be too long.

I have the part number for the old style (flat flexplate) adapter at work. I can get it to you tomorrow or call JW and talk to Eric , he knows the differences.


Hutch
Thanks Hutch, you are 100% correct.

Here is some helpful information for those with the flat style (12 center hole) wheels. This information does not apply for the hydroformed or "dished" wheels with 6 center holes:

This is the 80015 adapter, notice the slight taper on the ID, it should taper down to 1.838" to 1.842". This will accept the small OD of the 80002-1 sleeve adapter:



This is how the 80002-1 sleeve adapter fits into the 80015 crank adapter. This can usually be pushed in by hand or tapped in with a rubber mallet, you will feel it seat itself:



This is how it should look when done, the sleeve adapter portion will protrude through the center hole of the flexplate towards the converter side, the ID of this will accept the 1.702" OD of any standard GM converter pilot. This is ready to be installed on the flexplate:

 

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If u have the jw wheel all u need to do is put the pilot budging in the crank don't need the whole adapter depending on height of converter u might need to shim it a little
 

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Pilot bushing damn spell check lol
 

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bringing this back.
Im in sort of the same boat. have the same spacer and flywheel.
Will this set up eliminate the machining that hutch said would be necessary?
 

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bringing this back.
Im in sort of the same boat. have the same spacer and flywheel.
Will this set up eliminate the machining that hutch said would be necessary?

I have not had one that did not have to be machined after it was pressed in. For some reason they are made a little too long and hit the back of the converter or get very close. I like to see .125" between the pilot sleeve and where it will bottom on the converter if it were too long.


Hutch
 

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First off let me say that this is the first Ford I have ever owned. Here is my dilemma. I bought a motor and it already had a JW flexplate bolted to it. Now that we are finally starting to put the car together I have ran into a problem. Like I said I have a SBF motor, a JW ultrabell and trans, .090 midplate and a PTC convertor. I realized that there was some sort of a crank adapter on the back of the crank a few weeks back and I called JW and the lady told me that it had to stay there because a stock Ford flexplate was dished and the one I had is flat so I needed to leave the adapter on there to maintain proper starter to flexplate spacing and convertor spacing, which made sense. Here is a pic of the adapter







I also had bought the JW pilot bushing to adapt the powerglide to a Ford crankshaft. Here it is





The big end slips over the snout on my convertor and the small end slips inside of this "adapter" that appears to be bolted to the crank. My problem is that with the convertor all the way in the pump, the tranny on the dowel pins and pilot bushing in the crank and over the snout of the convertor I have about a 1/4" gap from the bellhousing to the block face. I can turn the convertor but the pilot bushing is stopping the tranny from going all the way up flush with the block. I can take the tranny down and romove the pilot bushing and put the tranny back in and of course it pulls up flush against the block. At this point the converter is approx 3/16" from the flexplate which is perfect, but the convertor snout OD diameter is smaller than the the crank adpater's ID diameter where it is sitting. I am lost! Anyone got any ideas? Or has anyone ever used this crank adapter from JW with their pilot bushing, a powerglide and a SBF?

I have worked with a guy for many years that was originally from Bell Buckle Tenn. I went there once when I was in Tennesee and there wasn't much there. Pretty Place.

I run a SBF and Glide and this year converted from a plate to a Ultra Bell/ It just couldn't get much easier. It's almost like it was a stock install.
 
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